CN101636299A - Method and device for estimating a friction coefficient - Google Patents
Method and device for estimating a friction coefficient Download PDFInfo
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- CN101636299A CN101636299A CN200780043121A CN200780043121A CN101636299A CN 101636299 A CN101636299 A CN 101636299A CN 200780043121 A CN200780043121 A CN 200780043121A CN 200780043121 A CN200780043121 A CN 200780043121A CN 101636299 A CN101636299 A CN 101636299A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/172—Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
- B60W40/06—Road conditions
- B60W40/068—Road friction coefficient
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2210/00—Detection or estimation of road or environment conditions; Detection or estimation of road shapes
- B60T2210/10—Detection or estimation of road conditions
- B60T2210/12—Friction
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2230/00—Monitoring, detecting special vehicle behaviour; Counteracting thereof
- B60T2230/02—Side slip angle, attitude angle, floating angle, drift angle
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- Transportation (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Automation & Control Theory (AREA)
- Mathematical Physics (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
- Pressure Welding/Diffusion-Bonding (AREA)
Abstract
A friction coefficient between at least one tire of a motor vehicle and a roadway is estimated recursively. A kingpin inclination angle is detected or measured. A model determines a lateral friction value in that a functional correlation between the lateral friction value and the kingpin inclination angle is defined such that a non-linear course of the lateral friction value relative to the kingpin inclination angle is dependant on an initial increase of the lateral friction value relative to the kingpin inclination angle and on a recursively determined estimated value of the friction coefficient. The initial increase is defined substantially independently from the recursively determined estimated value of the friction coefficient. In addition, a measurement variable of the driving dynamics of the vehicle is captured. Depending on the lateral friction value, the driving dynamics model variable that corresponds to the driving dynamics measurement value is determined. Furthermore, a variance between the driving dynamics measurement variable and the driving dynamics model value is determined. The recursion when acquiring the estimated value of the friction coefficient includes that the estimated value is adjusted as a function of the determined variance.
Description
The present invention relates to be used to estimate the method and apparatus of friction coefficient (Reibkennzahl) between road and at least one tire of self-propelled vehicle.
DE 39 120 14 A1 disclose a kind of method that is used for determining friction coefficient between road and the automobile tyre.When approaching the key motoring condition of a kind of lateral dynamics, to predict or determine various numerical value for deflection angle, moving velocity, rate of yaw and the transverse acceleration of self-propelled vehicle.According to deflection angle and moving velocity, can determine a reference-or specified rate of yaw by the self-propelled vehicle reference model of a mathematics.Also can determine in addition the actual rate of yaw of self-propelled vehicle and with reference to-or specified rate of yaw between difference.Also can determine that when actual rate of yaw and with reference to-or specified rate of yaw between difference when beginning to raise strongly transverse acceleration numerical value as the tolerance that is used for friction coefficient between road and the automobile tyre.
EP 1 627 790 A1 disclose a kind of method of estimated friction coefficient.Deflection angle and transverse acceleration can be detected.Can determine the estimated valve of friction coefficient by a form.Be provided with a plurality of zones that are used for different deflection angles and transverse acceleration in this form, a plurality of friction coefficient are corresponding with it.According to the deflection angle that detects and the transverse acceleration of detection, the zone under can selecting in the form and with the estimated valve of cooresponding friction coefficient as friction coefficient.
Task of the present invention provides method and the corresponding device thereof that is used for the estimated friction characteristic parameter, and this method and corresponding device thereof are failure-freies.
This task solves by the feature scheme of independent claims.The present invention's preferred expansion scheme characterizes in the dependent claims.
The present invention's outstanding part is, is used to estimate the method and the corresponding device thereof of friction coefficient between at least one tire of self-propelled vehicle and the road.Detect or definite sideslip angle (Schraelaufwinkel).Determine a side friction coefficient between at least one tire of self-propelled vehicle and the road by a model, wherein the functional relation between side friction coefficient and sideslip angle is by so given in advance, that is, the nonlinear curve of this side friction coefficient opposite side drift angle depends on the initial slope of this side friction coefficient opposite side drift angle and depends on the estimated valve that the recurrence of this friction coefficient is determined.In addition, this functional relation is by so given in advance, that is, this initial slope is irrelevant with the estimated valve that the recurrence of this friction coefficient is determined basically.In addition, it is detected that the vehicle dynamics of self-propelled vehicle is measured parameter.Determine one and this vehicle dynamics measurement corresponding vehicle dynamics of parameter (fahrdynamischen) model parameter according to this side friction coefficient.Determine the deviation between this vehicle dynamics measurement parameter and the vehicle dynamics model parameter in addition.Recurrence when determining the estimated valve of this friction coefficient comprises, comes adaptive this estimated valve according to determined deviation.
This sideslip angle is defined in the angle between the sense of motion of wheel plane and contact area, and wherein this tire plane is perpendicular to wheel axis, and tire contacts with road in contact area.This side friction coefficient is defined as by acting on the transverse force on the tire and the quotient of the vertical power (Aufstandskraft) (formation) of tire on road.This friction coefficient is in order to characterize the rubbing effect between tire and the road and to be defined as by the quotient that can be delivered to maximum, force on the road and vertical power (formation) along the direction that is parallel to road from tire or the threshold value that is defined as this quotient to be used for big ratio of slip.
About initial slope should be understood that at the little sideslip angle of numerical value, the side friction coefficient is about slope that sideslip angle plotted.Especially, this initial slope is corresponding to the threshold value at the slope of a curve that is tending towards 0 sideslip angle.
This vehicle dynamics is measured transverse acceleration or deflection ratio (Gierrate) or the other suitable parameters that parameter and vehicle dynamics model parameter for example relate to self-propelled vehicle, and this suitable parameter can be detected by sensor or can be determined and can be determined according to this side friction coefficient in the framework of this model by the observed reading that detects.
The present invention is based on following understanding: the estimation of this friction coefficient, healthy and strong especially and carry out reliably when using a model in order to determine this side friction coefficient, the estimated valve that the initial slope of this side friction coefficient opposite side drift angle is determined with the recurrence of friction coefficient basically in this model is irrespectively by given in advance and particularly by given in advance consistently.Therefore based on according to the side friction coefficient of this model and the functional relation between the sideslip angle, the nonlinear curve of side friction coefficient opposite side drift angle is dramatically by given in advance and only also depend on the estimated valve of friction coefficient basically.And the change of this friction coefficient can so simple and identification reliably.
(1-exp (C2S))-C3S and first and second constants come given in advance functional relation in a preferred expansion scheme in this model, wherein S=sqrt (2 (1-cos (α))) and C1=μ _ RC1_0 and C2=C2_0/ μ _ R by μ _ T=C1.Use the advantage that this functional relation has is in order to determine this side friction coefficient, can determine this side friction coefficient simply in this way, and the estimated valve determined with the recurrence of this friction coefficient basically of the initial slope of this side friction coefficient opposite side drift angle is irrelevant and be constant basically in addition.Can realize the reliable and accurate estimation of this friction coefficient like this.
Set forth specific embodiments of the invention by schematic figures below.Wherein:
Fig. 1 illustrates a self-propelled vehicle,
Fig. 2 illustrates a device that is used for the estimated friction characteristic parameter,
Fig. 3 illustrates first diagram of curves of side friction coefficient,
Fig. 4 illustrates second diagram of curves of this side friction coefficient and is the local figure of the amplification of Fig. 3 first diagram of curves, and
Fig. 5 illustrates the diagram of circuit that is used for the estimated friction characteristic parameter.
The element of same structure or function is provided with identical reference symbol in each figure.
A self-propelled vehicle has an apparatus for evaluating 1 and (some) sensors (Fig. 1).Sensor is connected with apparatus for evaluating 1.Sensor is specifically constructed to being used to detect vehicle dynamics and measures parameter.This class sensor is especially for lateral acceleration sensor 2 that detects detected transverse acceleration a_y and/or the steering wheel angle sensor 4 that is used to detect the deflection ratio sensor 3 of detected deflection ratio w_z and/or is used to detect steering wheel angle.In addition, preferably on each wheel of self-propelled vehicle, wheel speed sensor 5 is set, to be used for detection wheel rotating speed rd respectively.Sensor is connected with apparatus for evaluating 1 respectively and carries each detected observed reading to it.Other sensor also can be set in addition, for example longitudinal acceleration sensor.
A signal processing unit SIG is set to be used for handling the observed reading (Fig. 2) that is transported to apparatus for evaluating 1 from sensor in apparatus for evaluating 1.An estimation unit EST is set in addition, and it is connected in the output of input side with signal processing unit SIG.Especially, carry detected wheel speed rd, detected transverse acceleration a_y and detected deflection ratio w_z to this signal processing unit SIG.But also can carry the observed reading of measuring parameter in addition to signal processing unit SIG.
The processing of each observed reading comprises for example filtering and particularly LPF and/or to the correction or the conversion of eliciting observed reading.This signal processing unit SIG can be constructed in addition, determining the measurement parameter that quilt is derived according to the observed reading of being imported, is the observed reading that derives one of measurement parameter from these observed readings by the vehicle model of considering driving dynamics or by detected two or more observed readings of different measuring parameter being simplified computing for example.The measurement parameter that this class is derived for example is vehicle speed v (it can be determined according to the wheel speed rd that detects) or vertical power F_z (it vertically is applied on the road by wheel).Sideslip angle α also can determine according to the deflection ratio w_z that detects in addition.But alleged measurement parameter of being derived under the stable condition also in addition mode determine or detect.
This estimation unit EST is configured to, and determines the estimated valve of friction coefficient μ _ R between at least one tire of car and the road according to input observed reading that it detected or that determine.For the estimation of this friction coefficient μ _ R, the sideslip angle α that detects or determine according to institute by a model determines a side friction coefficient μ _ T.In this model, between side friction coefficient μ _ T and sideslip angle α, have a nonlinear function, its be described in by way of example Fig. 3 with 4, neutralize among the second curve K2 at the first curve K1 of the different estimated valves of friction coefficient μ _ R.The estimated valve of this friction coefficient μ _ R counts 0.5 and count 1 for the second curve K2 for the first curve K1.
The initial slope of this side friction coefficient μ _ T opposite side drift angle α estimated valve basic and friction coefficient μ _ R is irrelevant and preferably constant.In an especially preferred embodiment.Nonlinear function between side friction coefficient μ _ T and sideslip angle α passes through
(1-exp (C2S))-C3S, wherein S=sqrt (2 (1-cos (α))) comes given in advance μ _ T=C1.Wherein exp represents that exponential function and sqrt represent square root.In addition, one first parameters C 1 given in advance is as the estimated valve of this friction coefficient μ _ R and amassing of the first constant C 1_0, and one second parameter given in advance is as the merchant of the estimated valve of the second constant C 2_0 and friction coefficient μ _ R.As preferably, this first constant C 1_0 has one and is about 1 value and this second constant C 2_0 and has one and be about 25 value.But this first constant C 1_0 and the second constant C 2_0 can given in advancely be other value also.One the 3rd parameters C 3 preferably has a less value, for example about 0.2.For little sideslip angle α and especially in the relation of the initial slope opposite side drift angle α of side friction coefficient μ _ T this item-C3S be negligible.In a particularly preferred embodiment, the value of the 3rd parameters C 3 counts 0.Therefore this side friction coefficient μ _ T's is definite simple especially.
The formation and the disconnection after first of the series expansion by this exponential function just obtain the description 1-C2S that simplifies for the exponential function with independent variable-C2S.Therefore this side friction coefficient μ _ T just is substantially equal to C1C2S=C1_0C2_0S for little sideslip angle α.Therefore the initial slope of this side friction coefficient μ _ T opposite side drift angle α is irrelevant and be constant basically in addition with the estimated valve of friction coefficient μ _ R basically.This interrelation between side friction coefficient μ _ T and sideslip angle α can realize the special failure-free of friction coefficient μ _ R and the most firm estimation.But the nonlinear function between side friction coefficient μ _ T and sideslip angle α also can by given in advance be other mode.
Fig. 5 has shown a program flow diagram that is used for estimated friction characteristic parameter μ _ R.This program starts among the step S1.In step S2, friction coefficient μ _ R is put with a predetermined value at the estimated valve of time point t-1, and for example 1.
In step S3, will be by the estimated valve of friction coefficient μ _ R of time point t-1 and long-pending first parameters C 1 of giving of the first constant C 1-0.To give second parameters C 2 by the merchant of the estimated valve of friction coefficient μ _ R of the second constant C 2_0 and time point t-1 in addition.In step S4, sideslip angle α, vertical power F_z, vehicle speed v and detected transverse acceleration a_y are detected or definite.In step S5, preferred inspection, whether the numerical value of detected transverse acceleration a_y is less than following transverse acceleration threshold value a_th given in advance.This following transverse acceleration threshold value a_th given in advance for example is about 0.5m/s
2, but also can be given in advance for being greater than or less than 0.5m/s
2In addition, in step S5, preferred inspection, whether vehicle speed v is less than following speed threshold value v_th given in advance.This following speed threshold value v_th given in advance for example is about 5m/s, is greater than or less than 5m/s but also can be redefined for.If satisfied described condition in step S5, then after this this program is continued in step S3.
If but be not satisfied in condition described in the step S5, then therefore in step S6 this side friction coefficient μ _ T be determined according to sideslip angle α.In step S7, follow according to determined side friction coefficient μ _ T and determine a transverse acceleration a_y_c who is determined, and this transverse acceleration a_y_c that is determined preferably is flattened by low-pass filter as a vehicle dynamics model parameter.For example, a transverse force F_y is as determined side friction coefficient μ _ T and long-pending being determined of vertical power F_z.Like this, the transverse acceleration a_y_c that determine also can be determined according to determined transverse force F_y.
Check preferably in step S8 whether the transverse acceleration a_y that is detected is in one in the tolerance band of being determined transverse acceleration a_y_c, given in advance.The following gauge of the tolerance band that this is given in advance by given in advance be the difference of threshold value a_min under the numerical value of determined transverse acceleration a_y_c and the acceleration/accel tolerance.Correspondingly, the upper control limit of this tolerance band given in advance is come given in advance by numerical value and the acceleration/accel tolerance upper limit dividing value a_max sum of determined transverse acceleration a_y_c.If the numerical value of the transverse acceleration a_y that is detected is in this tolerance band given in advance, then this program is continued in step S3.Otherwise in step S9, come the estimated valve of adaptive this friction coefficient μ _ R.The realization adaptive like this of the estimated valve of this friction coefficient μ _ R, be about to friction coefficient μ _ R and give this friction coefficient μ _ R estimated valve, wherein should be long-pending be constituted by factor K with by the difference of the numerical value of the numerical value of determined transverse acceleration a_y_c and the transverse acceleration a_y that detected at time point t in the estimated valve of time point t-1 and a long-pending difference.In step S10,, give this friction coefficient μ _ R estimated valve at the estimated valve of time point t in addition at time point t-1 with friction coefficient μ _ R for adaptation step subsequently according to step S3-S9.This program is continued in step S3.The estimated valve of this friction coefficient μ _ R is determined with recursive fashion in this way.
As preferably, this program is just continued after a wait time time limit T_W finishes.For example corresponding to a scanning interval, wherein these observed readings are detected or definite for time limit waiting time T_W, or corresponding at described renewal adaptive and the therefore estimated valve of this friction coefficient μ _ R and by time gap given in advance.Factor K for example by given in advance for about 1.5s/mT_W.But factor K also can by given in advance be other factors.
When replacing that detected and determined transverse acceleration a_y, the a_y_c application detects and determined deflection ratio w_z, and when w_z_c was used for the estimation of this friction coefficient μ _ R, this program also can correspondingly be carried out.For this reason, for example replace step S4 that a step S11 is set, wherein this sideslip angle α, vertical power F_z, vehicle speed v and detected deflection ratio w_z are detected or be determined.In the step S12 that replaces step S5, check, the deflection ratio w_z that is detected whether less than threshold value w_th and this vehicle speed under the deflection ratio given in advance whether less than lower velocity limit dividing value v_th given in advance.Replace step S7 that a step S13 is set, the deflection ratio w_z_c that wherein will determine is determined and preferably is flattened by low-pass filter according to determined side friction coefficient μ _ T as the vehicle dynamics model parameter.Replace step S8 that a step S14 is set, wherein check, the numerical value of the deflection ratio w_z that is detected whether be in one around in the tolerance band given in advance of definite deflection ratio w_z_c.The difference of the following gauge of the tolerance band that this is given in advance by threshold value W_min under determined deflection ratio w_z_c value and the deflection ratio tolerance is by given in advance.The upper control limit of the tolerance band that this is given in advance by determined deflection ratio w_z_c numerical value and deflection ratio tolerance upper limit dividing value W_max sum by given in advance.Replace step S9, in step S15, carry out estimated valve adaptive of this friction coefficient μ _ R.In step S15, this friction coefficient μ _ R is presented the estimated valve at time point t to this friction coefficient μ _ R at the estimated valve of time point t-1 and a long-pending difference, describedly long-pendingly constitute by factor K with by the difference of the numerical value of the numerical value of the definite deflection ratio w_z_c of institute and the deflection ratio w_z that detected.
Correspondingly, as the transverse acceleration a_y that replaces being detected and determine, a_y_c or the deflection ratio w_z that is detected and determine, w_z_c and for the estimation of this friction coefficient μ _ R use other, can be used as measure parameter and detect and as model parameter and during confirmable driving dynamics parameter, this program also can be performed.This other driving dynamics parameter for example is deflection acceleration/accel or deflecting torque.
Claims (3)
1. be used to estimate at least one tire of self-propelled vehicle and the friction coefficient between the road (method of μ _ R), wherein
-detect or a definite sideslip angle (α),
-determine at least one tire of this self-propelled vehicle and the side friction coefficient between the road (μ _ T) by a model, wherein (μ _ T) and the functional relation between this sideslip angle (α) are by given in advance at this side friction coefficient, promptly (μ _ T) nonlinear curve of this sideslip angle (α) relatively depends on this side friction coefficient (μ _ T) is the initial slope of this sideslip angle (α) and depend on this friction coefficient ((estimated valve determined of the recurrence of μ _ R) has nothing to do for the estimated valve that the recurrence of μ _ R) is determined and this initial slope and this friction coefficient relatively this side friction coefficient
The vehicle dynamics of this self-propelled vehicle of-detection is measured parameter,
-according to this side friction coefficient (μ _ T) determines to measure the corresponding vehicle dynamics model parameter of parameter with vehicle dynamics and determines deviation between this vehicle dynamics measurement parameter and the vehicle dynamics model parameter, and
-determining that (recurrence the during estimated valve of μ _ R) comprises this friction coefficient, comes adaptive this estimated valve according to determined deviation.
2. by the described method of claim 1, it is characterized in that:
Functional relation in this model is passed through
μ _ T=C1 (1-exp (C2S))-C3S, wherein
S=sqrt (2 (1-cos (α))) and
C1=μ _ RC1_0 and
C2＝C2_0/μ_R
And one first and one second constant (C1_0, C2_0)
Come given in advance.
3. be used to estimate at least one tire of self-propelled vehicle and the friction coefficient between the road (device of μ _ R), it is configured:
-be used for detecting or definite sideslip angle (α),
-be used for by a model to determine the side friction coefficient (μ _ T) between at least one tire of self-propelled vehicle and the road, wherein (μ _ T) and the functional relation between the sideslip angle (α) are by so given in advance at this side friction coefficient, promptly (nonlinear curve of opposite side drift angle (α) of μ _ T) depends on this side friction coefficient (initial slope of μ _ T) opposite side drift angle (α) and depend on that (estimated valve that the recurrence of μ _ R) is determined and this initial slope are that (estimated valve determined of the recurrence of μ _ R) is irrelevant with this friction coefficient to this friction coefficient to this side friction coefficient
-the vehicle dynamics that is used for the machines motor-car is measured parameter,
-be used for according to this side friction coefficient (μ _ T) determines to measure the corresponding vehicle dynamics model parameter of parameter with vehicle dynamics and is used for determining deviation between this vehicle dynamics measurement parameter and the vehicle dynamics model parameter, and
-be used for recursively determining this friction coefficient (estimated valve of μ _ R), and this recurrence comprises, comes the estimated valve of adaptive this friction coefficient according to determined deviation.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102006054805A DE102006054805B4 (en) | 2006-11-21 | 2006-11-21 | Method and apparatus for estimating a friction index |
| DE102006054805.1 | 2006-11-21 | ||
| PCT/EP2007/061276 WO2008061852A1 (en) | 2006-11-21 | 2007-10-22 | Method and device for estimating a friction coefficient |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN101636299A true CN101636299A (en) | 2010-01-27 |
| CN101636299B CN101636299B (en) | 2013-02-06 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN2007800431212A Expired - Fee Related CN101636299B (en) | 2006-11-21 | 2007-10-22 | Method and device for estimating friction characteristic parameters |
Country Status (8)
| Country | Link |
|---|---|
| US (1) | US8370019B2 (en) |
| EP (1) | EP2094545B1 (en) |
| JP (1) | JP5039143B2 (en) |
| KR (1) | KR101391195B1 (en) |
| CN (1) | CN101636299B (en) |
| AT (1) | ATE462624T1 (en) |
| DE (2) | DE102006054805B4 (en) |
| WO (1) | WO2008061852A1 (en) |
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| JP3860518B2 (en) * | 2002-08-12 | 2006-12-20 | 株式会社豊田中央研究所 | Road friction estimation device |
| JP3997864B2 (en) * | 2002-08-14 | 2007-10-24 | トヨタ自動車株式会社 | Wheel state acquisition device and vehicle state acquisition device |
| JP4127062B2 (en) * | 2003-01-22 | 2008-07-30 | トヨタ自動車株式会社 | Lateral acceleration sensor drift amount estimation device, lateral acceleration sensor output correction device, and road surface friction state estimation device |
| JP4703953B2 (en) * | 2003-08-26 | 2011-06-15 | 富士重工業株式会社 | Vehicle road friction coefficient estimation device |
| DE602005004847T2 (en) * | 2004-08-19 | 2009-02-19 | Honda Motor Co., Ltd. | Method for determining the coefficient of friction of a road surface and the slip angle of a motor vehicle |
| JP4397760B2 (en) * | 2004-08-20 | 2010-01-13 | 本田技研工業株式会社 | Estimation method of road friction coefficient |
-
2006
- 2006-11-21 DE DE102006054805A patent/DE102006054805B4/en not_active Expired - Fee Related
-
2007
- 2007-10-22 AT AT07821640T patent/ATE462624T1/en active
- 2007-10-22 CN CN2007800431212A patent/CN101636299B/en not_active Expired - Fee Related
- 2007-10-22 DE DE502007003359T patent/DE502007003359D1/en active Active
- 2007-10-22 US US12/515,573 patent/US8370019B2/en not_active Expired - Fee Related
- 2007-10-22 JP JP2009537582A patent/JP5039143B2/en not_active Expired - Fee Related
- 2007-10-22 WO PCT/EP2007/061276 patent/WO2008061852A1/en not_active Ceased
- 2007-10-22 EP EP07821640A patent/EP2094545B1/en not_active Not-in-force
- 2007-10-22 KR KR1020097012995A patent/KR101391195B1/en not_active Expired - Fee Related
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN107901912A (en) * | 2016-10-04 | 2018-04-13 | 现代自动车株式会社 | The method that road surface is determined based on vehicle data |
| CN108058709A (en) * | 2016-11-09 | 2018-05-22 | 罗伯特·博世有限公司 | For running the method and apparatus of driver assistance system, driver assistance system |
| CN108058709B (en) * | 2016-11-09 | 2023-10-03 | 罗伯特·博世有限公司 | Methods and devices for operating driver assistance systems, driver assistance systems |
Also Published As
| Publication number | Publication date |
|---|---|
| KR101391195B1 (en) | 2014-05-02 |
| ATE462624T1 (en) | 2010-04-15 |
| DE502007003359D1 (en) | 2010-05-12 |
| WO2008061852A1 (en) | 2008-05-29 |
| EP2094545A1 (en) | 2009-09-02 |
| EP2094545B1 (en) | 2010-03-31 |
| KR20090085691A (en) | 2009-08-07 |
| JP5039143B2 (en) | 2012-10-03 |
| US8370019B2 (en) | 2013-02-05 |
| JP2010510130A (en) | 2010-04-02 |
| US20100145566A1 (en) | 2010-06-10 |
| CN101636299B (en) | 2013-02-06 |
| DE102006054805A1 (en) | 2008-05-29 |
| DE102006054805B4 (en) | 2009-11-26 |
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